CN113983982B - Rail transit dimension detection data acquisition device - Google Patents
Rail transit dimension detection data acquisition device Download PDFInfo
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- CN113983982B CN113983982B CN202111236792.9A CN202111236792A CN113983982B CN 113983982 B CN113983982 B CN 113983982B CN 202111236792 A CN202111236792 A CN 202111236792A CN 113983982 B CN113983982 B CN 113983982B
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01B—MEASURING LENGTH, THICKNESS OR SIMILAR LINEAR DIMENSIONS; MEASURING ANGLES; MEASURING AREAS; MEASURING IRREGULARITIES OF SURFACES OR CONTOURS
- G01B21/00—Measuring arrangements or details thereof, where the measuring technique is not covered by the other groups of this subclass, unspecified or not relevant
- G01B21/02—Measuring arrangements or details thereof, where the measuring technique is not covered by the other groups of this subclass, unspecified or not relevant for measuring length, width, or thickness
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01B—MEASURING LENGTH, THICKNESS OR SIMILAR LINEAR DIMENSIONS; MEASURING ANGLES; MEASURING AREAS; MEASURING IRREGULARITIES OF SURFACES OR CONTOURS
- G01B21/00—Measuring arrangements or details thereof, where the measuring technique is not covered by the other groups of this subclass, unspecified or not relevant
- G01B21/16—Measuring arrangements or details thereof, where the measuring technique is not covered by the other groups of this subclass, unspecified or not relevant for measuring distance of clearance between spaced objects
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01B—MEASURING LENGTH, THICKNESS OR SIMILAR LINEAR DIMENSIONS; MEASURING ANGLES; MEASURING AREAS; MEASURING IRREGULARITIES OF SURFACES OR CONTOURS
- G01B21/00—Measuring arrangements or details thereof, where the measuring technique is not covered by the other groups of this subclass, unspecified or not relevant
- G01B21/32—Measuring arrangements or details thereof, where the measuring technique is not covered by the other groups of this subclass, unspecified or not relevant for measuring the deformation in a solid
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Abstract
The invention relates to a rail transportation and maintenance detection data acquisition device, which relates to the technical field of rail transportation and maintenance and comprises a vehicle body, wheels and two rail detection mechanisms, wherein the two rail detection mechanisms are arranged on the vehicle body; first locating wheel rotates to be connected on fixed test rack, and the second locating wheel rotates to be connected on movable test rack, and the activity of movable test rack sets up on fixed test rack, and first locating wheel sets up the both sides at the rail respectively with the second locating wheel, and just first locating wheel, second locating wheel all roll on the up end at the bottom of the rail, and first distance sensor is fixed to be set up on fixed test rack, and first distance sensor is towards the up end of railhead. This application can improve the detection precision of rail.
Description
Technical Field
The invention relates to the field of rail transportation and maintenance, in particular to a rail transportation and maintenance detection data acquisition device.
Background
The rail public transport is one of the first traffic ways for people to go out, and the rail public transport is developing towards high speed. In order to ensure the safety of the rail vehicle in a high-speed running state, the operation and maintenance of the rail vehicle are very important.
At present, the bulletin date is 09/04/2020, and the chinese utility model patent with the bulletin number of CN211417276U proposes a rail transit mobile intelligent operation and maintenance detection device, which comprises a box body, a push rod arranged on the box body, a first pull rod hinged on the push rod, and a side detection component hinged on the first pull rod, wherein the side detection component comprises a movable push plate, a second supporting plate is fixedly arranged on the movable push plate, a second collision unit is arranged on the second supporting plate, and the second collision unit is abutted against the bottom end face of a rail top; the movable push plate is movably provided with a wear detection assembly, the wear detection assembly is provided with a wear detection unit, and the wear detection unit is abutted against the top end face of the rail top. When the rail is detected, the distance between the abrasion detection unit and the second interference unit is the actual thickness of the rail top, so that the abrasion condition of the rail top can be calculated.
In view of the above related technologies, the inventor believes that, when a track is detected, in order to prevent the side edge detection assembly from shaking in the width direction of the track, at the beginning of detection, the push rod drives the side edge detection assembly to move the side edge detection assembly towards the track, so as to reduce the probability that the detection assembly moves relative to the track in the width direction of the track; but so make the second conflict unit support tightly in the joint between railhead and the web of rail easily, because can form the chamfer between railhead and the web of rail, the interval between so wearing and tearing detecting element and the second conflict unit just can be greater than the thickness of railhead in the reality, has reduced and has detected the precision.
Disclosure of Invention
In order to improve the detection precision, the invention provides a rail transit dimension detection data acquisition device.
The invention provides a rail transit dimension detection data acquisition device, which adopts the following technical scheme:
a rail transit dimension detection data acquisition device comprises a vehicle body, wheels and two rail detection mechanisms arranged on the vehicle body, wherein the wheels are rotatably arranged on the vehicle body and roll on the rails;
the first positioning wheel is rotatably connected to the fixed detection frame, the second positioning wheel is rotatably connected to the movable detection frame, the movable detection frame is movably arranged on the fixed detection frame, the first positioning wheel and the second positioning wheel are respectively arranged on two sides of a steel rail, the first positioning wheel and the second positioning wheel roll on the upper end face of the rail bottom, the first distance sensor is fixedly arranged on the fixed detection frame, and the first distance sensor faces the upper end face of the rail head.
By adopting the technical scheme, when the rail is detected, the wheels are enabled to walk on the rail, the first positioning wheel and the second positioning wheel both roll on the upper end surface of the rail bottom, so that the first distance sensor measures the upper end surface of the rail head by taking the rail bottom of the steel rail as a reference, and the fixed detection frame is not easy to move along the width direction of the rail when the first positioning wheel and the second positioning wheel roll on the upper end surface of the rail bottom due to the fact that the top end surface of the rail bottom is an inclined surface, so that the fixed detection frame is not easy to move along the height direction of the rail, and detection precision is improved; the first distance sensor can directly measure the abrasion loss of the rail head because the rail bottom is not easy to abrade, so that the detection precision of the steel rail is further improved; first locating wheel and first distance sensor all directly set up on fixed test rack, are difficult for producing the wearing and tearing error after long-time the use, have kept the detection precision after long-time the use.
Optionally, the track detection mechanism further comprises a third positioning wheel and a fourth positioning wheel, the third positioning wheel is rotatably connected to the fixed detection frame, the fourth positioning wheel is rotatably connected to the movable detection frame, and the third positioning wheel and the fourth positioning wheel respectively roll on two side faces of the rail web.
Because the bottom end surface of the rail bottom is obliquely arranged, if the first positioning wheel and the second positioning wheel move relative to the steel rail along the normal direction of the rail web, the detection precision of the first distance sensor is influenced; through adopting above-mentioned technical scheme, first locating wheel fixes a position fixed testing frame with the second locating wheel in the both sides of web of rail, makes fixed testing frame be difficult for taking place relative movement along the normal direction of web of rail and rail, and then has improved first distance sensor's detection precision.
Optionally, the rail detection mechanism further includes a second distance sensor, the second distance sensor is fixedly disposed on the fixed detection frame, and the second distance sensor faces the inner end face of the rail head.
By adopting the technical scheme, when the rail is detected, the third positioning wheel and the fourth positioning wheel roll on the rail web, so that the second distance sensor measures the inner end surface of the rail head by taking the rail web of the steel rail as a reference.
Optionally, the activity detection frame passes through adjusting part and is connected with fixed detection frame, adjusting part includes guide post, dish spring and fastening nut, the axial direction of guide post is on a parallel with the normal direction of rail waist, the activity detection frame is followed the axial of guide post with the guide post connection of sliding, dish spring cover is established on the guide post, just the dish spring sets up the activity detection frame is kept away from one side of fixed detection frame, fastening nut threaded connection is in on the guide post, just fastening nut sets up the dish spring is kept away from one side of activity detection frame.
By adopting the technical scheme, when the steel rail is detected, the fastening bolt is loosened firstly, so that the sliding detection frame and the fixed detection frame can slide relatively, and the third positioning wheel and the fourth positioning wheel can be placed on two sides of the steel rail conveniently; then the fastening bolt is screwed down, the sliding detection frame and the fixed detection frame slide relatively, and thus the third positioning wheel and the fourth positioning wheel can be clamped on the rail web; when the track is the crooked setting, the web of rail just can produce the radian, and the dish spring just can be oppressed this moment to third positioning wheel passes through orbital flexure point with the fourth positioning wheel.
Optionally, coupling mechanism includes connecting rod, connecting plate, extension spring and stopper, the connecting plate is connected on the automobile body, the connecting rod is worn to establish on the connecting plate and with the connecting plate slides and is connected, the one end and the fixed detection frame of connecting rod are connected, the other end with stopper fixed connection, extension spring's one end with the stopper is connected, the other end with the connecting plate is connected.
By adopting the technical scheme, when the track is detected, the extension spring always pushes the connecting rod to move towards the movable detection frame, so that the first positioning wheel and the second positioning wheel always have the tendency of being tightly pressed on the upper end face of the track bottom; therefore, the probability of jumping of the first positioning wheel and the second positioning wheel on the upper end face of the rail bottom is reduced, the positioning accuracy of the first distance sensor is improved, and the detection accuracy of the first distance sensor is improved.
Optionally, the connecting mechanism further includes an upper clamp plate and a lower clamp plate, the upper clamp plate is fixedly connected with the lower clamp plate, a chute for accommodating the connecting plate is formed in the upper clamp plate, the chute is larger than the connecting plate, and the connecting plate is slidably disposed in the chute; the upper clamp plate is provided with a first through hole for the connecting rod to pass through, the lower clamp plate is provided with a second through hole for the connecting rod to pass through, and the cross section of the first through hole and the cross section of the second through hole are both larger than the cross section of the connecting rod.
The wheel still can take place micro-slip with the track along the axial of self when rolling on the track, through adopting above-mentioned technical scheme, when the wheel takes place to slide along the axial of self and track, the connecting plate alright slide in the spout, so reduced the probability that fixed test rack atress warp, improved first distance sensor's positioning accuracy, and then improved first distance sensor's detection precision.
Optionally, balls are embedded in the end face of the connecting plate close to the upper clamping plate and the end face of the connecting plate close to the lower clamping plate.
Through adopting above-mentioned technical scheme, the ball has reduced the frictional force between connecting plate and the punch holder, and the ball has still reduced the frictional force between connecting plate and the punch holder simultaneously, when the wheel takes place to slide along the axial of self and track, makes the connecting plate more easily can slide in the spout, has further reduced the probability that fixed detection frame atress warp, has improved first distance sensor's positioning accuracy, and then has improved first distance sensor's detection precision.
Optionally, the connecting rod is connected with the fixed detection frame in a universal rotating manner.
Through adopting above-mentioned technical scheme, when the up end unevenness of railhead, the automobile body just can have the angle of pitch with the rail foot, and connecting rod alright take place relative rotation with fixed test frame this moment, makes first locating wheel, second locating wheel can support tightly on the up end of rail foot, so improved track detection mechanism's suitability, and then improved first distance sensor's detection precision.
Optionally, two be provided with displacement sensor between the coupling mechanism, displacement sensor's body and one of them on the track detection mechanism the connecting rod is connected, fixedly connected with first sleeve on displacement sensor's the graduated flask, first sleeve cover is established another on the track detection mechanism on the connecting rod, just first sleeve is followed the length direction of connecting rod with the connecting rod is slided and is connected.
Through adopting above-mentioned technical scheme, when the rail web takes place to warp, the interval between the connecting rod on two track detection mechanism just can change, so displacement sensor alright measure the interval between the connecting rod, and then detect the deformation degree of rail web.
Optionally, the body of the displacement sensor is fixedly connected to the connecting rod of one of the track detection mechanisms, and the measuring rod of the displacement sensor is connected to the connecting rod of the other track detection mechanism in a sliding manner along the length direction of the connecting rod.
Through adopting above-mentioned technical scheme, when the rail web takes place to warp, the height of railhead top face also can change thereupon, so two connecting rods just can be different from the length that stretches out on the connecting plate, because displacement sensor's two slide with the connecting rod to be connected for displacement sensor is difficult for bearing the moment of flexure, has reduced the probability of displacement sensor damage.
In summary, the invention includes at least one of the following beneficial technical effects:
through the arrangement of the first positioning wheel, the second positioning wheel and the first distance sensor, when the rail is detected, the wheels are enabled to walk on the rail, and the first positioning wheel and the second positioning wheel roll on the upper end face of the rail bottom, so that the first distance sensor measures the upper end face of the rail head by taking the rail bottom of the steel rail as a reference; the rail head height can be directly obtained by measuring the obtained value.
Through the arrangement of the third positioning wheel, the fourth positioning wheel and the second distance sensor, when the rail is detected, the third positioning wheel and the fourth positioning wheel roll on the rail web, so that the second distance sensor measures the inner end face of the rail head by taking the rail web of the steel rail as a reference; the abrasion loss of the inner surface of the rail head can be directly obtained by measuring the obtained value.
Through with connecting rod and fixed detection frame universal connection, when the up end unevenness of railhead, the automobile body just can have the angle of pitch with the rail foot, and connecting rod alright take place relative rotation with fixed detection frame this moment, make first locating wheel, second locating wheel can support tightly on the up end of rail foot, and then improved first distance sensor's detection precision.
Through the arrangement of the displacement sensor, when the rail web deforms, the distance between the connecting rods on the two rail detection mechanisms changes, so that the displacement sensor can measure the distance between the connecting rods, and further the deformation degree of the rail web is detected; the offset of the steel rail in the width direction of the rail can be directly obtained through the measured value.
Drawings
FIG. 1 is a schematic diagram of the overall structure of an embodiment of the present application;
FIG. 2 is a schematic view of a portion of the wheel shown in FIG. 1, shown hidden from view A-A;
fig. 3 is a schematic sectional view taken along the direction B-B in fig. 1.
Description of reference numerals: 110. a vehicle body; 111. perforating holes; 120. a wheel; 200. a track detection mechanism; 210. fixing a detection frame; 220. a movable detection frame; 230. a first positioning wheel; 240. a second positioning wheel; 250. a first distance sensor; 260. a third positioning wheel; 270. a fourth positioning wheel; 280. a second distance sensor; 290. an adjustment assembly; 291. a guide post; 292. a disc spring; 293. fastening a nut; 300. a connecting mechanism; 310. a connecting rod; 320. a connecting plate; 321. a ball bearing; 330. an extension spring; 340. a limiting block; 350. an upper splint; 351. a chute; 352. a first through hole; 360. a lower splint; 361. a second through hole; 400. a displacement sensor; 410. a first sleeve; 420. a second sleeve; 500. a track; 510. a steel rail.
Detailed Description
The present invention is described in further detail below with reference to figures 1-3.
The track 500 includes two parallel steel rails 510, and the current rail transportation and maintenance detection mainly detects the track gauge of the steel rails 510, the levelness of the steel rails 510, the front and rear heights of the steel rails 510, and the like.
The embodiment of the application discloses rail transit dimension detection data acquisition device. Referring to fig. 1, the rail transit detection data acquisition device includes a vehicle body 110, wheels 120, two rail detection mechanisms 200, and two connection mechanisms 300, wherein one connection mechanism 300 corresponds to one rail detection mechanism 200, and the rail detection mechanism 200 is connected to the vehicle body 110 through the connection mechanism 300. The wheels 120 are rotatably disposed on the body 110, and the wheels 120 roll on the rails 500. When the rail 500 is to be detected, the wheels 120 roll on the rail 500 to move the vehicle body 110 in the longitudinal direction of the rail 500, one rail detection mechanism 200 corresponds to one rail 510, and the rail detection mechanism 200 can detect the rail 510.
Referring to fig. 2, the rail detecting mechanism 200 includes a fixed detecting frame 210, and a movable detecting frame 220 is connected to one side of the fixed detecting frame 210 away from the center of the rail 500 through an adjusting assembly 290. The fixed detecting frame 210 is rotatably connected with a first positioning wheel 230 and a third positioning wheel 260, and the movable detecting frame 220 is rotatably connected with a second positioning wheel 240 and a fourth positioning wheel 270. The first positioning wheel 230, the second positioning wheel 250, the third positioning wheel 260 and the fourth positioning wheel 270 are all provided with two, and the first positioning wheel 230, the second positioning wheel 250, the third positioning wheel 260 and the fourth positioning wheel 270 are all arranged along the length direction of the track. The first positioning wheel 230 and the third positioning wheel 260 are both arranged on one side of the steel rail 510 close to the center of the track 500, and the second positioning wheel 240 and the fourth positioning wheel 270 are both arranged on one side of the steel rail 510 far away from the center of the track 500. The first positioning wheel 230 and the second positioning wheel 240 roll on the upper end face of the rail bottom of the steel rail 510, the third positioning wheel 260 rolls on one end face of the rail web of the steel rail 510 far away from the center of the track 500, and the fourth positioning wheel 270 rolls on one end face of the rail web of the steel rail 510 near the center of the track 500.
Referring to fig. 2, the adjusting assembly 290 includes a guide post 291, a disc spring 292, and a fastening nut 293, wherein an axial direction of the guide post 291 is parallel to a normal direction of a rail web of the steel rail 510, one end of the guide post 291 is screwed or welded to the fixed detection frame 210, and the other end of the guide post 291 passes through the movable detection frame 220, so that the movable detection frame 220 can slide relative to the guide post 291 along a length direction of the guide post 291. The dish spring 292 is sleeved on the guide post 291, the dish spring 292 is arranged on one side of the movable detection frame 220 far away from the fixed detection frame 210, the fastening nut 293 is in threaded connection with one end of the guide post 291 far away from the fixed detection frame 210, and the fastening nut 293 and the dish spring 292 are sequentially abutted with the movable detection frame 220.
When the rail 500 is detected, the fastening nut 293 is loosened, so that the movable detection frame 220 slides towards one side far away from the fixed detection frame 210, and the movable detection frame 220 and the fixed detection frame 210 are placed on two sides of the steel rail 510 conveniently; and then the fastening nut 293 is tightened to slide the movable detection frame 220 towards one side close to the fixed detection frame 210, so that the third positioning wheel 260 and the fourth positioning wheel 270 can be pressed on the rail web of the steel rail 510, and the fixed detection frame 210 can be positioned in the normal direction of the rail web of the steel rail 510.
Referring to fig. 2 and 3, the connection mechanism 300 includes a connection plate 320, an upper plate 350, and a lower plate 360, the lower plate 360 is fixedly connected to the upper end surface of the vehicle body by bolts, and the upper plate 350 is fixedly connected to the upper end surface of the lower plate 360 by bolts. One end surface of the upper clamp plate 350 close to the lower clamp plate 360 is provided with a chute 351 for placing the connecting plate 320, and the length direction of the chute 351 is parallel to the normal direction of the rail web of the steel rail 510. Balls 321 are embedded in the upper end face and the lower end face of the connecting plate 320, the balls 321 embedded in the lower end face of the connecting plate 320 roll on the lower clamping plate 360, and the balls 321 embedded in the upper end face of the connecting plate 320 roll on the bottom of the sliding groove 351; the connection plate 320 is slidably disposed in the sliding groove 351 along a length direction of the sliding groove 351.
Referring to fig. 2 and 3, the connection mechanism 300 further includes a connection rod 310, the connection rod 310 is inserted through the connection plate 320 along the normal direction of the connection plate 320, and the connection rod 310 is slidably connected to the connection plate 320 along the normal direction of the connection plate 320; the upper clamp plate 350 is provided with a first through hole 352 for the connecting rod 310 to pass through, the lower clamp plate 360 is provided with a second through hole 361 for the connecting rod 310 to pass through, the first through hole 352 and the second through hole 361 are both waist-shaped holes, and the length directions of the waist of the first through hole 352 and the waist of the second through hole 361 are parallel to the length direction of the sliding groove 351. A through hole 111 for the connecting rod 310 to pass through is formed in the vehicle body 110, and the diameter of the through hole 111 is larger than that of the connecting rod 310; the lower end of the connecting rod 310 passes through the upper clamp plate 350, the connecting plate 320, the lower clamp plate 360 and the vehicle body 110 in sequence and then is connected with the fixed detection frame 210 in a universal rotation manner.
Referring to fig. 2 and 3, the connecting mechanism 300 further includes an extension spring 330 and a limiting block 340, the limiting block 340 is connected to one end of the connecting rod 310 far away from the fixed detecting frame 210 by a screw thread, the extension spring 330 is sleeved on the connecting rod 310, one end of the extension spring 330 is hooked with the limiting block 340, and the other end of the extension spring 330 is hooked with the connecting plate 320. When the track 500 is detected, the extension spring 330 always pulls the connecting rod 310 to move towards the direction of the fixed detection frame 210, so that the first positioning wheel 230 and the second positioning wheel 240 can be pressed against the upper end surface of the rail bottom of the rail 510, and thus the fixed detection frame 210 can be positioned in the height direction of the rail 510.
Referring to fig. 2, a plurality of first distance sensors 250 and a plurality of second distance sensors 280 are fixedly connected to the fixed detection frame 210 by screws, the first distance sensors 250 face the top end surface of the railhead, and the second distance sensors 280 face an end surface of the railhead near the center of the rail 500. After the fixed detection frame 210 is positioned with the steel rail 510, when the vehicle body 110 travels along the length direction of the rail 500, the first distance sensor 250 can measure the upper end surface of the rail head by taking the rail bottom of the steel rail 510 as a reference, and the rail head height can be directly obtained through a value measured by the first distance sensor 250; the second distance sensor 280 can measure an end face of the rail head near the center of the rail 500 with reference to the rail web of the steel rail 510, and the wear amount of the inner surface of the rail head can be directly obtained through the value measured by the second distance sensor 280.
Referring to fig. 2 and 3, a displacement sensor 400 is disposed between the two connecting mechanisms 300, the end of the body of the displacement sensor 400 is fixedly connected with a second sleeve 420 through a screw, the second sleeve 420 is sleeved on the connecting rod 310 of any one of the connecting mechanisms 300, and the second sleeve 420 is fixedly connected to the connecting rod 310 through a screw; the end of the measuring rod of the displacement sensor 400 is fixedly connected with a first sleeve 410 through a screw, the first sleeve 410 is sleeved on the connecting rod 310 of another connecting mechanism 300, and the first sleeve 410 is connected on the connecting rod 310 in a sliding manner along the length direction of the connecting rod 310.
The rail 510 is not only worn but also deformed during use, and when the rail 510 is deformed, the web of the rail 510 is deformed and the gauge of the rail 510 is changed. When automobile body 110 marched along track 500's length direction, under the effect of dish spring 292, third positioning wheel 260, fourth positioning wheel 270 presss from both sides tightly all the time on the web of rail 510, when third positioning wheel 260, fourth positioning wheel 270 rolls when the position that the web of rail takes place to warp, fixed detection frame 210 just can take place relative rotation with connecting rod 310, and drive connecting plate 320 through connecting rod 310 and slide in spout 351, so interval between the connecting rod 310 on two coupling mechanism 300 just can change, displacement sensor 400 alright survey the change of interval between two connecting rods 310 this moment, the vertical that displacement sensor 400 surveyed is the multiple of gauge change, the value that obtains through displacement sensor 400 measurement can indirectly derive the gauge change.
The implementation principle of the rail transit dimension detection data acquisition device in the embodiment of the application is as follows:
in the preparation stage of detection, the vehicle body 110 and the wheels 120 are firstly placed on the track 500, and then the detection device of the track 500 is adjusted, so that the first positioning wheel 230 and the third positioning wheel 260 are positioned on one side of the steel rail 510 close to the center of the track 500, and the second positioning wheel 240 and the fourth positioning wheel 270 are positioned on one side of the steel rail 510 far from the center of the track 500; then, the fastening bolts are tightened to press the third positioning wheel 260 and the fourth positioning wheel 270 against the web of the rail 510, so that the fixed inspection frame 210 is positioned in the direction normal to the web of the rail 510, and under the action of the tension spring 330, the first positioning wheel 230 and the second positioning wheel 240 are pressed against the upper end surface of the rail bottom of the rail 510, so that the fixed inspection frame 210 is positioned in the height direction of the rail 510.
After the detection preparation is completed, the vehicle body 110 moves along the length direction of the rail 500 to detect the rail 500. When detecting that the rail 500 has no bending deformation or an area with a small bending deformation amount, the first distance sensor 250 can measure the upper end surface of the rail head by taking the rail bottom of the steel rail 510 as a reference, and the rail top height can be directly obtained through a value measured by the first distance sensor 250; the second distance sensor 280 can measure an end face of the rail head near the center of the rail 500 with reference to the rail web of the steel rail 510, and the wear amount of the inner surface of the rail head can be directly obtained through the value measured by the second distance sensor 280.
When detecting that track 500 has the region of great deformation, under the oppression effect of dish spring 292, third positioning wheel 260, fourth positioning wheel 270 presss from both sides tightly all the time on the web of rail 510, when third positioning wheel 260, fourth positioning wheel 270 rolls to the web of rail and takes place the position of warping, fixed detection frame 210 just can take place relative rotation with connecting rod 310, and drive connecting plate 320 through connecting rod 310 and slide in spout 351, so interval between the connecting rod 310 on two coupling mechanism 300 can change, displacement sensor 400 alright record the change of interval between two connecting rods 310 this moment, the vertical multiple that is the gauge change that displacement sensor 400 measured, the value that obtains through displacement sensor 400 measurement can indirectly derive the gauge change.
The above are all preferred embodiments of the present invention, and the protection scope of the present invention is not limited thereby, so: all equivalent changes made according to the structure, shape and principle of the invention are covered by the protection scope of the invention.
Claims (5)
1. The utility model provides a rail transportation dimension detects data acquisition device which characterized in that: the device comprises a vehicle body (110), wheels (120) and two track detection mechanisms (200) arranged on the vehicle body (110), wherein the wheels (120) are rotatably arranged on the vehicle body (110), the wheels (120) roll on a track (500), the track detection mechanisms (200) comprise fixed detection frames (210), movable detection frames (220), first positioning wheels (230), second positioning wheels (240) and first distance sensors (250), and the fixed detection frames (210) are connected with the vehicle body (110) through connecting mechanisms (300);
the first positioning wheel (230) is rotatably connected to the fixed detection frame (210), the second positioning wheel (240) is rotatably connected to the movable detection frame (220), the movable detection frame (220) is movably arranged on the fixed detection frame (210), the first positioning wheel (230) and the second positioning wheel (240) are respectively arranged on two sides of a steel rail (510), the first positioning wheel (230) and the second positioning wheel (240) roll on the upper end surface of a rail bottom, the first distance sensor (250) is fixedly arranged on the fixed detection frame (210), and the first distance sensor (250) faces the upper end surface of a rail head;
the track detection mechanism (200) further comprises a third positioning wheel (260) and a fourth positioning wheel (270), the third positioning wheel (260) is rotatably connected to the fixed detection frame (210), the fourth positioning wheel (270) is rotatably connected to the movable detection frame (220), and the third positioning wheel (260) and the fourth positioning wheel (270) roll on two side surfaces of a rail waist respectively;
the movable detection frame (220) is connected with a fixed detection frame (210) through an adjusting assembly (290), the adjusting assembly (290) comprises a guide post (291), a disc spring (292) and a fastening nut (293), the axial direction of the guide post (291) is parallel to the normal direction of the rail waist, the movable detection frame (220) is connected with the guide post (291) in a sliding manner along the axial direction of the guide post (291), the disc spring (292) is sleeved on the guide post (291), the disc spring (292) is arranged on one side, away from the fixed detection frame (210), of the movable detection frame (220), the fastening nut (293) is connected to the guide post (291) in a threaded manner, and the fastening nut (293) is arranged on one side, away from the movable detection frame (220), of the disc spring (292);
the connecting mechanism (300) comprises a connecting rod (310), a connecting plate (320), an extension spring (330) and a limiting block (340), the connecting plate (320) is connected to the vehicle body (110), the connecting rod (310) penetrates through the connecting plate (320) and is connected with the connecting plate (320) in a sliding mode, one end of the connecting rod (310) is connected with the fixed detection frame (210), the other end of the connecting rod is fixedly connected with the limiting block (340), one end of the extension spring (330) is connected with the limiting block (340), and the other end of the extension spring is connected with the connecting plate (320);
the connecting mechanism (300) further comprises an upper clamping plate (350) and a lower clamping plate (360), the upper clamping plate (350) is fixedly connected with the lower clamping plate (360), a sliding groove (351) used for accommodating the connecting plate (320) is formed in the upper clamping plate (350), the sliding groove (351) is larger than the connecting plate (320), and the connecting plate (320) is arranged in the sliding groove (351) in a sliding mode; a first through hole (352) for the connecting rod (310) to pass through is formed in the upper clamping plate (350), a second through hole (361) for the connecting rod (310) to pass through is formed in the lower clamping plate (360), and the section of the first through hole (352) and the section of the second through hole (361) are both larger than the section of the connecting rod (310);
the connecting rod (310) is connected with the fixed detection frame (210) in a universal rotating mode.
2. The rail transit dimension detection data acquisition device of claim 1, wherein: the rail detection mechanism (200) further comprises a second distance sensor (280), the second distance sensor (280) is fixedly arranged on the fixed detection frame (210), and the second distance sensor (280) faces to the inner end face of the rail head.
3. The rail transit detection data acquisition device according to claim 1, wherein: the connecting plate (320) is close to and all inlays on the terminal surface of punch holder (350) and be close to on the terminal surface of lower plate (360) and be equipped with ball (321).
4. The rail transit detection data acquisition device according to claim 1, wherein: two be provided with displacement sensor (400) between coupling mechanism (300), the body and one of them of displacement sensor (400) on track detection mechanism (200) connecting rod (310) are connected, first sleeve (410) of fixedly connected with on the graduated flask of displacement sensor (400), first sleeve (410) cover is established another on track detection mechanism (200) on connecting rod (310), just first sleeve (410) are followed the length direction of connecting rod (310) with connecting rod (310) slide and connect.
5. The rail transit detection data acquisition device according to claim 4, wherein: the body of the displacement sensor (400) is fixedly connected with the connecting rod (310) on one of the track detection mechanisms (200), and the measuring rod of the displacement sensor (400) is connected with the connecting rod (310) on the other track detection mechanism (200) in a sliding manner along the length direction of the connecting rod (310).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
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